Rolling stock for railways and tramways



March 9 1926. 1,576,298

. c. BARBEY ET AL ROhLING STOCK FOP. HAILWA'YIS AND TRAMWAYS Filed Sept. -6, 1923 8 Sheets-Sheet 1 IIWEN'TORS CAMILLE BARBEY AND R.E.S,V'ENABLES By their Attorneys,

March 9, 192s.

. C. BARBEY ET AL ROLLING S'I'GGK FOR RAILWAYS AND TRAIIWAYS 8 Shoets-She'ot 2 Filed Sept. 192,3

IN V TOR.$

ATTORN S.

March 9 1926; 1,576,298

c. BARBEY ET AL ROLLING STOCK I-OR RAILWAYS AND TRAHWAYS File p 6. 1923 8 Sheets-Shoot 3 INVENTORS CAMILLE BARBEY R.E.S.VENABLE3'.

By fiheir Atizor-neys,

March 9 1926. 1,576,298 c. BARBEY Er AL ROLLING STOCK FOR RAILWAYS AN D TRAIWAYS Fil ed Sept. 6. 1923 8 Sheets-Sheet 4 CAMILLE BARHE! R .E .S VENABIE By their Attorneys,

March 9 1926. 1,576,298

C. BARBEY ET AL ROLLING STOCK FOR RAILWAYIS AND TRAMWAYS Filed Sept 1923 8 Sheets-Sheet 5 mm'rons CAIILIE BARBEY R. E. S. VENABLES, By their Attorneys,

March 9 1926.

c. BARBEY ET AL ROLLING STOCK FOR RAILWA'JS AND TRAMWAYS Filed Sept; e. 1925 s shee sasneet 6 3; fllq'rons GAMLLE BARBEK, R. E. S. VENABLES,

- By their Attorneys,

March 9 1926.

C. BARBEY ET AL ROLLING STOCK FOR RAILWAYS AND TRAMWAYS I File p 6. 1923 8 Shoots-Shoot INVENTORS CAMILLE BARBEY R. E. S. VENABLES,

By their Attorneys,

March 9 1926.

c. BARBEY ET AL ROLLING s'rocx FOR RAILWAYS AN'D TRAMWAYS Filed Sept 1923 8 Sheets-Sheet 6 INVENTQR CAMILLE' BARBEY R; E; s. VENABLES, their Attorney's,

Patented Mar. 9, 1926;

UNETED STATES mazes PATENT orrrca.

CAIVIILLE BARBEY, OF VAUD, SWITZERLAND, AND ROBERT EDW'AED STOYFORID VENABLES, OF LONDON, ENGLAND.

ROLLING STOCK FOR RAILVJ'AYS AND TRAMWAY S.

" I Application filed September '6, 1923. Serial No. 661510;

To all whom it may concern Be it known that we, OAMILLE BAnnnr, a citizen of the Swiss Confederation,-of Valeyres sous Rances, Vaud, Switzerland, and Bonner EDWARD S'rorroni) VnNABLEs, a subject of the King of Great Britain, of l-Iartington Road, Chiswick, London, England, have invented new and useful Improvements in Rolling Stock for Railways and Tramways, of which the following is a specification.

Many attempts have been made at various times so to arrange the wheels of vehicles which run on rails that they may adjust 5 themselves to any changes of direction of the track; complete stability for this adjustment for both directions of runnino' has, however, not generally been obtained, but only a relative stability, often at the expense of a certain amount of play between the carriage body and the wheels. With the higher accelerations used today in start ing and stopping such play results in unpleasant shocks; also the oscillations resulting from incomplete stability cause considerable wear on the wheels and track, and much waste of power in propulsion.

The present inventionhas for its object to provide a vehicle in which the wheels are so arranged that neutral or positive stability is ensured.

This object is attained by allowing each wheel or group of wheels to turn about a vertical axis so placed that all the reactions between the rail and the wheel under all the different conditions of running, shall have practically no tendency to cause the wheel to take up a false position, or shall positively tend to make it take up a position tangential to the curve.

True stability of this nature, does not appear possible so'long as a pair of wheels is rigidly mounted on a single axle, for even if this axle is placed radially on a curve, any e-ifort, such as those due to centrifugal force, which causes increased resistance to. the movement of one wheel of the pair will tend to cause the axle to take up a false position. o therefore dispense with such rigid axles between each pair or set of wheels by other mechanical means.

According; to this invention as applied to singiepahof wheels, we so mount the wheels that each can turn about a vertical.

and provide the necessary cross connectionsaxis passing through or very near to the pointof contact between the wheel and the rail. As it is not possible to introduce at this point a sui'liciently strong and rigid inetheir correct relative positions, in spite of all shocks and efforts to which they subjected under running conditions.

The body is virtually pivoted to the wheel parallelogram over the virtual pivots of the wheels, and may be actually pivoted to it at any two-points in the vertical plane containing these. If the body is hot spring borne these actual pivots may be in the two side members of the wheel parallelogram or in any additional members parallel to them.

If the body is spring borne there. may be another parallelogram whoseside members are thus pivoted to the body, and which is connected to the members of the. wheel allelogram by pivots which while allowing of vertical play between the parallelograms, transmit the transverse and longitudinal forces from the wheels to the body.

It is not necessary that both these parallelograms should be complete, for one or more sides may be common to both, or may may be be constituted by the. springs.

The. second parallelogram is preferably suspended from springs, which rest direct ly on the axle boxes, by forked hangers passing through the articulations of the first parallelogramwith sufficient play to avoid contact. This permits the wheel frames, which are not spring suspended, to be of light construction, asthey have only to bear the stresses necessary to maintain the wheels in position.

Itwill be seen that this coiistrnction enables us to modify the points around which the wheels pivot, in order to suit special conditions which may arise. For example, can riages which are always to move in the same direction might have their pivots slightly in advance of the points of contact of the wheels I Y p A point to be noted in connection with this arrangement is that when the wheels have turned through an angle 6 in order to adapt themselves to a. curve, their distance apart when viewed along the tangent to the curve is not the same as when viewed on the straight track, being less in the ratio of cos 0 This slight loosening of the gauge is negligible under all ordinary conditions, and would probably be permissible up to such extreme angles as 6:5 or 6 but where it is desired to avoid this loosening we modify the construction somewhat.

This modication consists in providing each of the wheelframes with one or. more rigid eiitensions whose ends are adapted to slide along horizontal guides formed on the other wheel frame and parallel to the wheel face. This arrangement maintains constant the distance between the wheels, as viewed along a tangent to the track, while not modifying the other movements in any way. Of course the pivots on the carriage will be spread to correspond in the ratio secant 6, and this requires that one or both of'these ivots be allowed a smallamount of play transversely to the length of the carriage.

It will be noticed that a single pair of wheels mounted in this manner possesses sta bility, but that the directive forces are not large, as the length'of rail engaged with the flange of the wheel is but small. Greater directive effort can be obtained by two general methods, the first consists in coupling the frames of the pair of wheels to those of another pair on the same carriage, or to the carriage couplings, according to any of the known methods, such as those which are used in connection with radial axles. The second method consists in increasing the ef fective length and leverage of that part of the rail engaged by the flanges; this may be done by fitting two or even three wheels in line in the same wheel frame. i

With regard to the first method, it may be pointed out that the action of the linlrworl; may in certain cases be rendered more officient by placing the wheel pivots a small distance away from the points of contact of the wheels, in such a way that the small instabilities thus set up shall neutralize each other through the linkwork.

As to the second method, it will be noticed that the principle of the use of two wheels has led to the constructionof the ordinary bogie truck, but it is necessary to point out that in this case the principle is applied to a system which is already stable initself; so that whereas a bogie mustbe made of a certain length in order to reduce its inherent instability below the point at which it would cause jamming, in this case increase in length will only result in an unnecessary increase of directive power.

In the case of wheel frames with two wheels each it becomes possible to use a real .2 is a transverse section, and Figure 0 pivot instead of a virtual one for the frames, but in all other respects what was stated above as to the single wheel frame holds good, notably as regards the alternative use of hinged bars or of rigid arms and slides l v -v 101 the connection between the two wheel is a lan of a sin le Jair of wheels Figure is a section on the line aa and Figure i a section on the line bb of Figure 1. Fig-- ures 5 to 11 illustrate a modified form of our invention, Figure 5 being a plan view, Fig ures 6 and 7 horizontal sections in different planes, Figure 8 a transverse section through the centres of one pair of wheels,

Figure 9 a transverse central section, Figure 10 a side elevation, and Figure 11 a longitudinal section.

Referring to Figures 1 to 4:,

1, 1 are the wheels each of which is mounted in a frame 2. Each end of a frame embraces a tubular bolt '3 which acts as a hinge pin and is carried by a transverse member formed. by channels 4, .4. These members carry guides 5, 5, in which the sides 6 of the ends of the frames 2 can move.

The two frames 2 and the two transverse members a thus form an articulated parallelogram. V

The vehicle body? is pivoted by pins 8 to the middle points of the sidemembers 9 of another parallelogram, the end members of which are formed of channels 10, the parts 9 and 10 being connected together by hinge pins 11. 12 are the springs which rest upon the frames 2 above the bearings of the wheels and carry forked hangers 13 from which are suspended rods 14% which pass down through the tubular bolts 3 and on which are supported the channels 10. The parallelogram formed of the frames 2 and the members 4: is connected to the parallelogram formed of the side members 9 and the channels 10 as follows To the middle of each of the channels it) is secured a block 15 and these two blocks are pivoted to the ends of a longitudinal bar .16 on each end of which is a stud 17 entering a block 18 which can move up and down between filling pieces 19 in and between the channels 4-. I

It will be seen that'each wheel can turn about a virtual pivot which passes through the point of contact between the wheel and the rail and lies in the intersection of the vertical plane through the axes of the pivots 8 and the vertical plane through the axes of the two pivots 3 of the wheel.

Referring particularly to Figs; 5 to 11,

and a third link connectim the side member and the frame extension, transverse members at each end of the truck, said members connected to the wheel frames by bolts slidable in the extensions to said frames, the wheels on each side of the truck being mounted independently of those on the other. 3. In a four wheel truck for useon rails, the combination of side members to which the car is connected by vertical pivots, said pivots having a small play in the carriage at right angles to the centre line thereof, and being located between the wheels on each side of the truck and near'the rail on which the wheels run, a frame for each wheel which unites its outer and inner bearings, an extension on said frames, outer and inner links connecting to said side membersthe frames of the two wheels on each side of the truck, transverse members at each end of the truck, said members connected to the wheel frames by bolts slidable in the extensions to said frames, the wheels on each side of the truck being mounted independently I of those on the other.

4. In a four wheel truck for use on rails, the combination of side members to which the car body is connected by vertical pivots,

said pivotal connections located between the wheelson each side and parallel to each other, another pivotal connection to the car body centralized between said vertical pivots, a block mounted on said central pivot around which it turns, a frame for each wheel which unites its outer end inner bearings, extensions on said frames, outer and inner links connecting to said side memhere the frames of the two wheels on each side of the truck, transversemembers located at each end of the truck and carrying bolts slidable in the frame extensions, connections between the two transversemembers and the centralized block, the wheels on each side of the truck being mounted independently of those on the other, substantially as and for the purpose set forth.

5. The structure as specified in claim 4-, in which the connections between the two trans verse members and the centralized block consist of links, and of jaws in the centralized block which en'ibrace lugs projecting from the transverse members. i

6. The structure as specified in claim l, in which the side members are provided with extensions, and the central block with guides on which said extensions slide.

7. The structure as specified in claim 4 in which the two wheel frames on .each side are connected to one another by springs which, at their middle parts, are. connected to the side members to which the car body is pivoted.

8. In a four wneel truck for use on rails, the combination of a frame carrying each -wheel and having a transverse extension, a

transverse member at each end carrying guides on which slide the extensions of the wheel frames, and connections between the two transverse members. i

9. The structure as specified in claim 8, having a central member linked at each side to each end member.

10. In a four wheel truck for use on rails, the combination of a frame carrying each wheel and having a transverse extension, a transverse member at each end carrying guides on which slide the extensions of the wheel frames, a central member linked at each side to each transverse member, and side members between the two wheels on each side, said side members being adapted to slide in the central member.

11. A truck according to claim 10, in which each transverse member is linked to the extensions of the wheel frames in front of and behind it. I

12. A truck accordin to claim 10 in which each wheel frame is linked to a central memher by upper and lower longitudinal links.

13. Ina vehicle truck for use on rails, the combination of a frame in which a Wheel is mounted, spaced channel members, tubular bolts carried by. said channel members, each end of the frame embracing one of said bolts, side and end members in hinged relation, rods carried by the frame and extending through said tubular bolts to support the said side members, and means for piVOting the vehicle body to said side members.

14. In a vehicle truck for use on rails, the

combination of a framein which the wheel is mounted, spaced channel members, tubular bolts carrled'by said channel members,

.each end of the frame embracing one of said bolts, said frame and channel members forming an articulated parallelogram, side and end members in hinged relation form- .ing a second parallelogram, rods carried by the frame and extending through said tubular bolts to support the last named parallelogram, and means for pivoting the vehicle body to said last named parallelogram.

15. In a vehicle truck for use on rails, the combination of a frame in which a wheel is mounted, spaced channel members, tubular bolts carried by said channel members, each end of the frame embracing one of said bolts, said frame and channel members forming an articulated parallelogram, guides carried by said channel members in which the sides of the frame move, side and end members in hinged relation forming a second parallelogram, rods carriedby the frame and extending through said tubular bolts to support the last named parallelogram, and'means for pivoting the vehicle body to said last named parallelogram.

16.. Inavehicle truck for use on rails, the combination offrames in each of which a wheel is mounted, spaced channel members,

tubular bolts carried by said channel members, each end of a frame embracing one of said bolts, said frames and channel members forming an articulated parallelogram,

guides carried by said channel members in which the sides of frames move, side and end members in hinged relation forming a second parallelogram, springs resting upon the frame above the bearings of each wheel therein, hangers carried by said springs, rods connected to said hangers and extending through said tubular bolts to support the last named parallelogram, and means for plvoting the vehicle body to said last named parallelogram.

17. The structure set forth in claim 16.

the two parallelograms, substantially as described.

19. The combination set forth in claim 18, in which themeans for connecting the end members of the two parallelograms comprise springs which rest on the Wheel frames, rods suspended from said springs, and tubular bolts carried by the first parallelogram, through which said rods extend and on which are suspended the end members of the second parallelogram.

20. In a vehicle truck for use on rails, the combination of two articulated parallelograms, one formed of frames carrying the Wheels and of end members in hinged rela tion, and the other of side members and of end members, in hinged relation, the side members carrying the Vehicle body, and means. for connecting the end members of the two parallelograms comprising springs which rest on the wheel frames from which are suspended the end members of the second parallelogram, said end members being so suspended at the articulations of the first parallelogram.

In testimony that we claim the foregoing as our invention, We have signed our names this 23rd day of August'1923.

CAMELLE BARBEY. ROBERT EDWARD STOPFORD VENABLES. 

